Tie rod adjustment



19, 1932. V, JANTSCH 1,854,938

TIE ROD ADJUSTMENT1- Filed Feb. 27, 1928 gmwnkw gether.

Patented Apr. 19, 1932 UNITED STATES PATENT OFFICE' VICTOR JANTSCH, OF PONTIAC, MICHIGAN, ASSIGNORTO YEIJLOW TRUCK & COACH MANUEACTURIN G LIOMBANY, OF PONTIAC, MICHIGAN, A CORPORATION OF MAINE TIE .ROD ADJUSTMENT Application filed February 27, 1828. Serial No. 257,255.

My invention relates to an improved adjusting means to be used in connection with the tie rod which connects the two front wheels together for steering purposes. When 6,' the vehicle is being driven in a straight line, it is usually considered desirable to have the front wheels toed in, which means that the distance between the front sides of the wheels will be less than that between the rear 10 sides. This is done to provide easier steering and to lessen wear on the tires. In order to obtain the desired relation of the wheels, it is necessary to provide some means for adjusting the tie rod which connects them to- The usual practice is to provide right and left hand threads on the opposite ends of the tie rod, which are threaded into end members connected to the steering arms.

An object of my invention is to provide an improved form of adjustment which is very simple and easy to operate. It consists of a tapered shaft connected to the tie rod and accentrically mounted ina rotatable split sleeve which is carried in the steering arm. In order to adjust the distance between the wheels, the sleeve is rotated in the steering arm, thus changing the position ofthe tapered shaft due to its eccentricity with respect to the sleeve. The tapered slaft is then drawn down into the split sleeve by a nut, and the wedging action of the tapered shaft expands the split sleeve in the steering arm, thus locking it in adjusted position.

Other objects and advantages will be apparent by referring to the specification and accompanying drawings, in which:

Figure 1 is a plan view of the front end of a chassis frame, with parts broken away, showing my improved tie rod adjustment.

Figure 2 is a section taken on the line 2-2 of Figure 1.

Figure 3, is a section taken on the line 3--3 of Figure 2.

The reference numeral 10 indicates a vehicle frame which is supported in the usual manner from the front axle 12. Pivotally mounted in the axle are steering knuckles 14 and 16 on which there are journalled the front wheels 18. Secured in the knuckle 14 is a steering arm 20 which has formed on it an extension 22, which is connected to the steering gear of the vehicle in theusual manner. A. steering arm 24 is secured in the knuckle 16 and is connected with the steerin-O arm 2O by a tie rod 26. Y

In order to providev easy steering and to prevent undue wear on the tires, it is very essential that the front wheels 18 be held in an exact relation to each other. This relation usually consists in having the wheels set at a very slight angle toward each other at the front, that is, the distance between the sides of the wheels at the front is a little less than the corresponding distance at the rear. This relation is usually effected by adjusting the length of the tie rod connected to the two steering arms.

The usual practice is to provide right and left handV threads on the opposite ends of the tie rod and to screw end `members onto these tion the distance between the end members is lengthened, or by rotating it in the opposite direction this. distance is shortened. The objection to this is that the threads are cut on the tie rod at the point of greatest strain a-ndconsequentlyweaken it. This is borne out by the fact that in practically all cases of breakage of the tie rod, the fracture occurs at the threaded portion. Also it is diilicult to lock the tie rod in adjusted position securely enough so that it will not work loose, due to the vibration of the vehicle, thus changing the relation between the front wheels.`

In order to overcome these objections, I prefer to use an adjustment which is independent of the tie rod. This consists in providingan opening 3() in the steering arm. Fitting into this opening is a sleeve 32, in which is formed a tapered opening 34, which is eccentrically located with respect to the outside diameter of the sleeve 32. The latter is split at one side as at 36 so that it may be expanded or contracted. A'liexagon head 38 is formed on the sleeve 32, so that the latter may be turned in the steering arm by a wrench if necessary. Fitting into the tapered opening 34 isa tapered shank 40, on the upper end of which is :formed a ball member 42, which is resilient-ly held in the usual manner in the tie rod 26. At the lower end of the tapered shank 40 is provided a threaded portion 44 adapted to receive a nut 46. A washer 48 is clamped between the nut and -the steering arm.

In order to vary the relation of the front wheels to each other, the nut 46 is loosened and the shank 40 is tapped upwardly out of the tapering opening 34. This will allow the sleeve 32 to contract and thus be free to be rotated in the steering arm. Due to the eccentric location of the opening l34 in the sleeve, as the latter is rotated in one direction it will tend to pull the wheels closer together, or if it is rotated in the opposite direction it will spread the wheels farther apart, at their forward side. After the desired relation has been obtained, the tapered shank 40 is drawn down into the tapered opening 434 by screwing the nut 46 on the threaded portion 44. It will be apparent that due to the wedging action of the tapered shank, the sleeve will be expanded in the steering arm and will be held ,securely in position, and will thus be prevented from accidentally turning when the vehicle is in use.

In the drawings, I have shown each of the steering arms 20 and 24 as being provided with the eccentric adjusting means. However, it may only be necessary to use the adjustment in one of the steering arms and to provide just an ordinary connection between the tie rod and the other steering arm. It will be obvious that if the adjustment is provided at both ends of the tie rod, the maximum variation of the wheels with respect to each other will be twice as great as if only one adjustment were provided.

It is thought from the foregoing taken in connection with the accompanying drawings, that the construction and operation of the device will be apparent to those skilled in the art, and that various changes in size, shape, and proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

I claim:

l. In combination, a rod, an arm having a circular opening therein, a split sleeve fitting in said opening, a member secured to said rod, said member having formed thereon a tapered shank, a tapered passage eccentrically located in said sleeve, said sleeve being rotatable in said opening to vary the position of said rod relative to said arm, and means serving to draw said tapered shank into the tapered passage to expand said sleeve in said opening for the purpose of locking said sleeve in adjusted position.

2. In combination with a steering arm provided with an opening, a tie rod, a ball member held in said tie rod, said ball member havmg formed on it a shank portion, and a sleeve fitting in said opening, said shank portion being eccentrically mounted in said sleeve.

3. In combination with a steering arm provided with an opening, atie rod, a ball member held in said tie rod, a tapered shank portion formed on said ball member, a split sleeve fitting in said opening, said sleeve having formed therein an eccentrically located tapered passage, said tapered shank portion fitting into said tapered passage, said sleeve being rotatable in the opening in said arm to vary the position of the tie rod relative to said arm, and a nut serving to draw said tapered shank portion into said tapered passage 'for the purpose of expanding said sleeve in the opening in said arm in order to lock said sleeve in adjusted position.

4. The combination with two members to be joined, of al ball mounted in a socket in In testimony whereof I aflix my signature. f

VICTOR JANTSCH. 

